EP0205432A1 - Propulsion apparatus - Google Patents

Abstract

Propulsion device formed by a divergent duct (1) connected to a convergent duct (2) with movable rear walls (4) to regulate the exit zone (9). When the device is moved in the direction of the arrow (5) in a fluid body, the fluid is pushed and enters the divergent conduit, before being directed into the converging conduit, then sucked and deflected by a deflector (3 ). From this fluid flow, the forces formed by the static pressure of the fluid acting on the walls of the device, together with the forward impulse force thereof, propel the device.

Description

The Description.

The title of the invention:

PROPULSION APPARATUS

Technical field of the invention: This invention relates to the linear propulsion of vehicles in the air or in the water, introducing a novel method and novel propulsion apparatuses by means of which the heat energy of the fluid in which the apparatus is submerged is utilised to perform the propulsion work. The background art of the invention:

This invention is, in the applicants opinion, a basic invention and no reference to the related prior art can be made and instead, for better clarity of the description, the concept on which this invention is based and its relation to the existing laws of physics is hereafter presented.

It is known that fluids consist of molecules which possess kinetic energy by being in constant movement. The pressure of a fluid acting upon a solid area is caused by the molecules hitting the area and rebounding from it. When this area is stationary, the mean velocity and the kinetic energy of the molecules which approach the area and those which have rebounded from it will be theoretically unchanged. This condition will change when the area is not stationary: When the area moves away from it approaching molecules, the mean velocity of the rebounded molecules will be smaller and when the area moves against it approaching molecules the mean velocity of the rebounded molecules will be higher than the mean original velocity of the approaching molecules. Similar, to some extent, phenomenon can be noticed when an elastic ball, like a rubber ball, reboundes from a solid wall. Kinetic energy of the ball can be increased or decreased depending in which direction the wall moves. In the case of the ball, the change of velocity changes only the kinetic energy of the ball and in the case of the molecules any change of kinetic energy of molecules is felt as the change of the temperature of the fluid. Consequently, when a solid area is moved in a fluid, the temperature of the fluid will decrease at the trailing side, which moves away from the approaching molecules, and will increase at the leading side, which moves toward approaching molecules. When this area moves, force, caused by the rebounding molecules, acting upon the trailing side performs work which is covered by the molecular energy, felt as heat axtracted at this side, and, at the same time, moving area acts against the similar force acting upon the leading side and returns here the work performed as heat. Because the opposing forces, caused by fluid pressure acting upon the leading and trailing sides, are equal, net gain in work or heat, when the losses are neglected, is zero.

Molecular energy contained by the fluids of the environment, like air or water, could be converted into useful work when the said opposing forces could be made unequal. The force formed in this way, as a resultant force of the two unequal opposing forces, would be a special force, not employed at present, which would have the following two distingtive properties: a), it would appear as a force without the perceivable or noticeable reaction thus it would appear as a reaction less force; b), it would have the ability to convert molecular energy contained by the fluids, including fluids of the environment like atmosphere or water, into the useful work. The object of this invention is to provide a propulsion apparatus by means of which such said special force is generated and employed to perform propulsion work drawing the energy, to cover this propulsion work, from the heat energy of the fluid which is in contact with the apparatus.

Since, according to the at present prevailing view, the existence of the reactionless appearing force seems to disagree with the Third Law of Newton and also the conversion of molecular energy of the environmental fluids into work seems to disagree with the Second Law of Thermodynamics and it is abvious that the object of this invention can only be achieved when the concept on which this invention is based does not contradict the existing laws of physics, the said concept will now be explained in relation to the applicable laws of physics and in relation to the analogous phenomena occurring in nature.

When a body submerged in a fluid is moved slowly horizontally, because the opposing forces, caused by the static pressure, acting on it are equal, fluid will be cooled at the trailing end and heated at the leading end by the same amount and the final fluid temperature will be unchanged, when the losses are neglected. Completely different effect emerges when the body is moved in a fluid vertically. Because of the action of gravity on the fluid, fluid placed in the gravity field obtains its own weight and consequently, the pressure prevailing in a fluid diminishes with the increased distance from the centre of gravity. Thus, the pressure acting upon a body submerged in a fluid is smaller at its top, farther from the centre of gravity, than at its bottom. The two unequal pressures, smaller pressure acting downward from the top and higher pressure acting upward from the bottom, form the force acting upward. Consequently, as stated by the law of Archimedes, a body immersed in a fluid is buoyed up by a force equal to the weight of displaced fluid. This Archimedean force, acting upward, has two distingtive properties: a), its Newtonian reaction is not perceivable or noticeable thus it appears as a reactionless force. But it does not violate the Third Law of Newton which states that any action must have an equal and opposite directed reaction. The Law of Newton can be applied separately to the top and the bottom parts of the body and each part has the Newtonian reaction of molecular nature which is not perceivable or noticeable. The velocity of rebounding molecules from each part can be determined with the aid of the Third Law of Newton. Thus, the reactionless appearing force formed by the static pressure as a resultant force of the two reactionless appearing forces, like the forces acting on the top and the bottom of the said body, will appear as a reactionless force without violating the Newtonian Law.

Second property, b), of this reactionless appearing Archimedean force is its ability to convert the molecular energy of the fluid in which the body is submerged directly into work. The work performed by this reactionless appearing force by lifting the weight of the body is drawn from the molecular energy, commonly also known as heat energy, of the fluid in which it is submerged. When the body ascends, molecules rebounding from its bottom, which moves away from it approaching molecules, will be cooled and molecules rebounding from the top, which moves against it approaching molecules, will be heated. But, because the force acting on the bottom is larger than the force acting on the top, more molecules will be cooled at the bottom than heated at the top. As an end result, fluid will be cooled by the amount of work, in heat equivalent, performed by the reactionless appearing Archimedean force, converting directly the heat of the environmental fluid, like air or water, into work. The proof that it must be so can be provided by the Law of Preservation of Energy which states that the energy can neither be created nor destroyed it can only be converted from one form into another. When the reactionless appearing Archimedean force lifting a body, like an air ship or a submarine, is suddenly destroyed, say by an explosion, and the body will plunge downward, in one piece or in fragments, the work performed by the reactionless appearing force lifting the body, contained by the mass of the body in form of potential and kinetic energy, will return to the fluid, atmosphere or water respectively, in form of heat caused by the friction of falling body or its fragments and the heat generated by its final impact on the ground. This conversion of heat, extracted from the surrounding fluid like atmosphere or water, into the useful work takes place in nature in spite of the generally prevailing view that the Second Law of Thermodynamics prohibits it. As far as I am aware, I am, the applicant, the first to notice or discover this apparent discrepancy. The effect of this discovery can not be disproved otherwise: the lifting of the weight of a body, by said Archimedean force, would be performed without any expenditure of energy and this would contradict the First Law of Thermodynamics and also the heat generated by the falling body would be created and not converted from other source of energy and this would contradict the Law of Preservation of Energy.

In this invention heat is extracted from the surrounding fluid, atmosphere or water, and is converted into useful work in a similar way as being done by nature when the Archimedean force lifts the body. This can be done when the force which performs the work, which will be employed in this invention, is defined and formed as follows: it is formed by the molecules of fluid rebounding from each other or from the solid walls in such a way that the reaction of the said force is not perceivable, noticeable or measurable, similarly as the reaction of the said Archimedean force. But the existence of the reaction, which must exist according to the law of Newton, can be proved mathematically in that the velocity of molecules rebounding from a solid area or from each other can be determined by the equation of Newton: action must be equal reaction.

Since the above defined force is the essence of this invention and it will be repeatedly mentioned, in order to shorten its long name the term RAF, standing for "reactionless appearing force" will be hereafter used.

In this invention RAF is employed for the first time to perform the linear propulsion work, other than done by the said Archimedean force, with the object to achieve better utilisation of heat energy than can be achieved by the conventional methods. RAF is the distingtive, novel and characteristic feature of this invention.

Conventional linear propulsion apparatuses, jet propulsion, generate thrust which has the perceivable Newtonian reaction, contained in the momentum of exhausted fluid. Since RAF has the non perceivable or not noticeable Newtonian reaction, linear propulsion apparatuses driven by RAF will lack such reaction and this is one of the distingtive features of the propulsion apparatuses driven by RAF. Having now explained the concept on which this invention is based and the relation between the object of this invention and the relevant laws of physics, I shall now proceed with the description of this invention.

The disclosure of this invention.

In brief summary, this invention introduces the new kind of linear propulsion apparatuses in which and by means of which RAF is generated and facilitated to perform propulsion work, utilising the special ability of RAF to extract heat from the employed fluid, atmosphere or water, and convert it into useful propulsion work, thus facilitating the utilisation of the vast energy stored as heat, being mainly of the solar origin, in the environmental fluids as an energy source. In this invention, fluid passing through the specially shaped ducts of the propulsion apparatus forms RAP which when it drives the apparatus causes the reduction of fluid temperature in correspondence with the work performed by RAF.

In order to describe clearly the principle, the following two examples will show the meaning of the perceivable and not perceivable reaction. a) A weight is lifted by a balloon to which it is attached by a rope. Force acting on the rope is formed by the static pressure acting on the balloon and this force is formed so that the reaction of it is not perceivable, noticeable or detectable by any known instruments. Such force is herein defined as the Archimedean force and it is also RAF. RAF possesses the ability to extract heat from the surrounding fluid, air or water, and convert it into work and RAF performs this work so when the weight is being lifted. b) The same weight is lifted by a helicopter, the reaction to the force acting on the rope is here perceivable in the downward forced air by the whirling propeller. This reaction can be felt, heard or its effect can be seen. Such force is not RAF and it does not possess the said ability of RAF. Here the weight must be lifted by the work supplied by the motor of helicopter. Both forces are similar in their action but are completely different in their nature and in their ability.

The expression "duct" has here a broad meaning, being here identical with the meaning of the synonyms like channel, passage, conduit, nozzle.

Following constructions of the linear type propulsion apparatuses, in accordance with this invention, will now be described by way of example only with reference to the accompanying drawings in which: Fig.1 shows longitudinal section A-A and Fig.2 shows view

B-B of a propulsion apparatus suitable for the subsonic speed.

Fig.3 shows longitudinal section C-C and Fig.4 shows half of view D-D of a propulsion apparatus suitable for the supersonic speed. Fig.5 shows longitudinal section E-E and Fig.6 shows section H-H of a propulsion apparatus provided with the propeller for initiating the propulsion. Fig.7 shows longitudinal section G-G and Fig.8 shows view J-J of a propulsion apparatus arranged for the propulsion of an airliner. Fig.9 shows view L-L and Fig.10 shows section K-K of a ship provided with the propulsion apparatus at its front, bow, and at its rear, stern. Fig.11 shows view S-S and the part section N-N and Fig.12 shows view M-M of an aircraft provided with the propulsion apparatus attached ot its wings and also accommodated in the wings.

Description of the propulsion apparatus shown on Fig.1 and Fig.2.

When the apparatus moves in the direction shown by the arrow 5, fluid, in which the apparatus is immersed like atmosphere or water, is rammed and enters the diverging duct 1 from where fluid is directed to pass the converging ducts 2 and after being deflected by the deflectors 3 in backward direction fluid is exhausted.

Rear wall 4 is arranged between the side plates so that it can be moved around the pivot 7 and close totally or partially the outlet area 9 of the converging duct 2. This movement is effected by the hydraulic or pneumatic system 6. When the outlet 9 is completely closed, velocity head of rammed fluid builds up the pressure in the apparatus and the apparatus works as a brake. The pressure and the velocity of fluid in the entry 8 of the diverging duct 1 is controlled by the movement of wall 4 by the piston of the cylinder 6.

Passing the diverging duct 1, rammed fluid, air or water, is subjected to a special process at which the pressure of fluid increases, due to the divergence of the duct, and the temperature decreases, due to the increase of absolute velocity of fluid in the duct.

Since the absolute velocity of fluid, which determines the energy contained by the fluid, is the difference between the ramming speed and the relative velocity of fluid to the duct, the reduction of relative velocity in diverging duct 1 means that the fluid acquires absolute velocity in forward direction. This increase of kinetic energy of fluid can, in this arrangement, only be covered by the molecular energy of the fluid itself. Since this absolute velocity is caused not directly by the rear wall 4 but by the fluid already present, and being under increased pressure, in the duct 1, molecules of fluid present in the duct colliding with the incoming molecules and imparting to them the velocity in forward direction lose the velocity themselves and, consequently, fluid is here correspondingly cooled so that the increased energy of fluid stream, formed in the diverging duct 1, is covered by the molecular energy of the fluid. In this effect, molecular energy, commonly also known as heat energy, of the fluid is converted directly into the velocity and the pressure of the fluid stream. This effect takes place only when the apparatus moves and rams fluid. When fluid is blown with a velocity into the stationary apparatus, like during the testing in wind tunnel, the reduction of relative velocity in the diverging duct 1 will cause the reduction of absolute velocity, with which fluid enters the apparatus, and fluid, when it is a gas, will be compressed and heated and when fluid is a liquid its velocity will be converted into pressure. Built up pressure, in duct 1, acting upon the internal side of ducts wall forms a considerable force acting in forward direction and the propulsion work performed by it causes also the cooling of fluid in duct 1.

Passing the converging duct 2, fluid increases its relative velocity, this in combination with the speed of apparatus changes the momentum of fluid so that fluid exerts the dynamic pressure upon the leading side of converging duct 2 converting the momentum of fluid into the propelling force. Further change of momentum of fluid is effected by the deflectors 3 so that the difference in momenta of fluid at the outlet of diverging duct 1 and of fluid issued from the apparatus constitute the dynamic force acting on the apparatus in forward direction.

Since the momentum of fluid has been formed in duct 1 by the molecules colliding from each other and the increased kinetic energy of the fluid has been here covered by the heat extracted from the fluid, thrust formed by the dynamic forces together with the forces formed by the static pressure of fluid acting upon the internal and external sides of the walls of apparatus form the total thrust which has the quality of RAF, as hereinbefore explained and defined.

Propulsion work performed by RAF, which acts in the direction shown by the arrow 5, is extracted from the molecular energy of fluid, passing through the apparatus and surrounding the apparatus, and the fluid, air or water, issuing from the apparatus and surrounding the apparatus will be left behind the apparatus with correspondingly changed temperature, as according to the concept of this invention, molecules rebounding from the walls which move away from it approaching molecules lose their velocity and are cooled and molecules rebounding from the walls which move against it approaching molecules gain velocity and are heated. Total fluid will be left behind the apparatus cooled by the amount of propulsion work performed by RAF.

When the flow losses through the apparatus are kept to a minimum, the absolute velocity of fluid issuing from the apparatus can be nearly equal the absolute velocity of fluid it had prior to ramming. Practically, due to flow losses, like friction and turbulence, fluid issuing from the apparatus will acquire relatively small absolute velocity in forward direction and, because this kinetic energy will absorb portion of work performed by RAF, this energy may be considered as a loss.

Rear walls 4 can be operated, by the cylinders 6, simultaneously, controlling the total magnitude of thrust, or they can be controlled independently so that the magnitude of thrust can be different at each converging duct, providing in this way an effective steering. Converging ducts 2 are the important elements in this propulsion apparatus, they enable the pressure to build up in the diverging duct 1 and also the angle of inclination has influence on the performance of the propulsion apparatus.

This apparatus can propel in water or in air. When employed in air, then preferably at subsonic speed. The propulsion apparatus can be modified to suit particular requirement. If desired, it can be made with only one converging duct, like splitting the apparatus along the centre line. Also, if desired, the apparatus can have more than two converging ducts, arranged to connect with their wider ends into a common inlet. Deflectors 3, if desired, can be made adjustable so that fluid can be more or less deflected and the magnitude of thrust controlled. Also deflectors can be controlled independently, forming a steering effect. If desired, the rear walls 4 can be made rigidly and tightly connected to the side walls, in open position, and fluid flow can be controlled by the baffles arranged in converging or diverging ducts.

Description of the propulsion apparatus shown on Fig.3 and

Fig.4.

In the form as is shown, this propulsion apparatus is designed for the supersonic speed. It consists of apparatus 10 which comprises diverging duct 11 and converging duct 12. Apparatus 10 is similar in design and function as the already described propulsion apparatus shown on Fig.1, except that here it has the circular shape. In order to adapt it to supersonic condition, inlet diffuser 13 and outlet diffuser 14 are added. In order to minimise the drag, the cowl 15 is also, preferably, added. Converging duct 12 has here a conical form, being formed between two conically shaped walls of which one forms the leading side 17 and the other the trailing side 18 of the converging duct 12.

When propulsion apparatus moves at supersonic speed in the direction shown by the arrow 19, rammed air enters duct 13 in which the velocity of air, relative to duct, is reduced to reach in the inlet of diverging duct 11 sonic velocity and the air is here correspondingly compressed. Passing diverging duct 11, the relative velocity of air is further reduded, similarly as already described in duct 1, shown on Fig.1. From diverging duct 11 air enters the converging duct 12 increasing its velocity to reach the sonic velocity in its outlet, which has the narrowest cross section area, and after being diverted in the backward direction, air enters the exhaust diffuser 14 where it further expands and from where air is exhausted.

Hydraulic or pneumatic cylinder 16 can move the rear wall 18, changing the size of the outlet area of converging duct 12. In this way the quantity of air passing through the apparatus and the magnitude of thrust, formed by the apparatus, can be controlled. Also at complete closing of the outlet area the apparatus will convert to an effective brake. The thrust of RAF quality is formed in a similar way as in the propulsion apparatus shown on Fig.1 and as already described, taking into account the forces formed by the air pressure acting upon the walls of the added inlet diffuser 13 and the outlet diffuser 14. Air will issue from the diffuser 14 with supersonic velocity, relative to diffuser, which, ideally when the losses are neglected, will be equal the ramming speed, that is its absolute velocity will be the same the air had prior to ramming. Practically, because of the losses, issued air will have a relatively small absolute velocity in forward direction. If desired and to suit particular requirement, propulsion apparatus shown on Fig.3 can be made with more than one of the said conical converging ducts, arranged one behind the other and connecting with their wider ends to the common inlet.

Description of the propulsion apparatus shown on Fig.5 and Fig.6.

This propulsion apparatus is similar in its function as the already described propulsion apparatus shown on Fig.1 except that here the propeller 26 driven by motor 27 is added and the deflectors 22 are hinged.

When the apparatus moves in the direction shown by the arrow 23, rammed fluid enters the diverging duct 25, passes duct 20 and after passing converging duct 21 and after being deflected by deflectors 22 fluid is exhausted.

Since the propulsion apparatuses shown on Fig.1 and Fig.3 form the thrust only when they are in motion and ram fluid, the arrangement of the propeller 26 driven by motor 27 has the object to facilitate the formation of thrust when the apparatus is stationary or when it moves at lower speed. Driven propeller provides the initial thrust which sets the apparatus in motion and when the apparatus reaches the speed at which the thrust, RAF, formed when fluid is rammed, is high enough to take over the propulsion, propeller 26 can be stopped and, if desired, withdrawn to the rear wall. This propulsion apparatus works at high enough speed similarly as the already described apparatus shown on Fig.1. The magnitude of the formed thrust, being RAF, is here controlled by the sleeve 24 which can close, by the movement to the rear, partially or totally the entry of the converging duct 21. Deflectors 22 are hinged so that the thrust can also be in this way influenced. If desired, deflectors 22 can be operated indepedently so that a steering effect is formed. Propulsion apparatus shown on Fig.5 can work also without the diverging inlet duct 25. In this case, fluid entering the non diverging duct 20 increases its pressure rather suddenly and because, in this case, the force formed by the pressure of fluid acting upon the internal side of wall of diverging duct 25 will be not present, the formed thrust, RAF, will also be correspondingly reduced, when comparing with the diverging inlet. In spite of the reduced thrust, because without the diverging duct 25 the apparatus can be made relatively short, such propulsion apparatus may find its application in particular requirement. In all hereinbefore illustrated and described propulsion apparatuses the thrust of RAF quality is formed which, when it performs work, draws the energy, to cover this work, from the employed fluid so that the fluid is left behind the apparatus with correspondingly reduced temperature. When fluid is the air, thrust of the propulsion apparatus can be increased, if desired, by the heating of air in the apparatus so that the exhaust velocity of air is increased.

The application of this invention in industry.

Herein illustrated and described propulsion apparatuses are suitable for the propulsion of relatively fast moving vehicles in the air like aircrafts and trains or vehicles moving in or on water like submarines or surface ships. However, they can also be employed to provide the rotary propulsion like being attached to the tips of the helicopter rotor or to the tips of a rotor designed to generate power.

This invention has many practical applications. Some of the prefered modes contemplated by the applicant are illustrated on Fig.7 to Fig.12 only as examples of many possible applications suitable for a particular requirement. On Fig.7 and Fig.8 is illustrated how the propulsion apparatus can be employed for the propulsion of an airliner. Propulsion apparatus is formed by the circular, or if more suitable oval, shell 31 of which front part forms the diverging duct and its rear part forms with the front of the fuselage of the airliner the converging duct which could be, to suit the fuselage, of a circular or an oval shape. Hydraulic or pneumatic system 32 can move the shell 31 away or toward the fuselage, adjusting in this way the outlet from converging duct, formed between the fuselage and shell 31, and control the magnitude of the thrust. The outlet can also be totally closed, then the apparatus will act as a brake. Lateral stability of the arrangement can be provided by the multiple number, preferably four, of the hydraulic cylinders 32. In the shape as shown, the apparatus is suitable for the subsonic propulsion. It can also be employed for the propulsion of a submarine. In this case the front of fuselage will be substituted by the bow of the submarine.

Referring to Fig.9 and Fig.10, the propulsion apparatus is here employed for the propulsion of a ship. Depending on particular requirement, the apparatus can be attached to the ship at its bow or at its stern. Both arrangements are illustrated on Fig.9 and Fig.10. Propulsion apparatus is attached to the bow by the plates 40 which are rigidly connected to the hull at one end and form at their other end, front, the diverging duct 36. Between the plates 40 are arranged walls 37 which can be moved by the dydraulic system 39 around the pivot 38. Walls 37 form with the hull the converging ducts the outlet of which can be adjusted by the hydraulic system 39, controlling in this way the magnitude of thrust and also at complete closure of the outlet, the apparatus will act on the moving ship as a brake. Arraw 46 indicates the direction of ships movement. At the stern, the propulsion apparatus is also rigidly attached to the hull by the plates 43. Between plates 43, at the front, are arranged adjustable walls 42 and at the rear the plates are part of the converging ducts 41. Plates 42 can be moved by the hydraulic system 44 around the pivot 48 adjusting in this way the entry area of the diverging duct formed between the plates 42 and the hull, controlling the amount of water passing through the apparatus. This, in turn, controls the magnitude of the thrust.

Since the herein described propulsion apparatuses work only when the ship is in motion, the arrangement of the propeller 45 has the object to initiate the movement of the ship from standstill and at sufficiently high speed the propulsion apparatus takes over the propulsion and the propeller 45 can be stopped and if desired, to clear the passage, can be withdrawn from the passage and hidden in the hull. Propulsion apparatus, at the bow or at the stern, can be used also for the steering of the ship by the suitable adjustment of the walls 37 or 42 at each side of the ship. Referring to Fig.11 and Fig.12, propulsion apparatus is arranged at each side of the fuselage 50. When the plane moves, the air is rammed and forced to enter the diverging duct 51 at the end of which air is diverted sideward and passes the converging duct 57 from which air is exhausted. Converging duct 57 is accommodated in the wing of aircraft and arranged so that the rear wall 52 can be moved by the hydraulic or pneumatic system 53 around the pivot 56 opening or closing the outlet area of converging duct 57. This controls the magnitude of the thrust and also at complete closure of the outlet the apparatus is converted into a brake. Under the wings are attached the additional or alternative propulsion apparatuses 54 which have the form shown on Fig.3. In order to reduce the drag, conical tails 55 are added which connect to the rear wall 18, shown on Fig.3. If desired, apparatuses 54 can be attached to the fuselage 50 or to the hull of a ship or a submarine. The increased pressure of fluid, due to ramming, in the apparatus can also be utilised to provide the lateral jets of fluid the reaction of which will act on the propelled object and steer it. In all hereinbefore illustrated and described propulsion apparatuses the thrust of RAF quality is formed which, when it performs work, draws the heat energy from the employed fluid, to cover work performed, so that the fluid is left behind the apparatus with the correspondingly reduced temperature.

Claims

The Claims .

1. A propulsion apparatus for performing the linear propulsion characterized in that the propulsion is effected by RAF, being the abbreviation of "reactionless appearing force", as herein defined, and the propulsion apparatus comprises an inlet opening (8), into which fluid enters when the propulsion apparatus moves and rams fluid, and a converging duct (2, 12, 21), having one of its two ends wider than the other, which: is arranged so that its wider end is in more forward position than its narrower end, when relating to the direction of said propulsion; is arranged so that the fluid flowing from the said inlet opening deflects sideward, from the line of propulsion, and enters its wider end and the momentum of fluid, flowing along the duct, changes, due to the convergence of the duct and the propelling speed of the propulsion apparatus, along its path transmitting this change of momentum as a force which together with the forces formed by the static pressure of fluid acting upon the internal and external sides of the walls of the propulsion apparatus form the said RAF which performs the said linear propulsion.

2. The method of utilizing the molecular energy of a fluid, commonly also known as heat energy, to perform work which comprises: ramming a fluid so that it enters the moving system, which rams the fluid, in which the fluid increases its pressure and acquires the velocity in the same direction in which the system moves thus forming in the system a fluid stream the energy of which is provided by the molecular energy of the same fluid so that the fluid is here correspondingly cooled; facilitating the momentum of the said fluid stream to act on the said moving system as a force by directing the said fluid stream in the propulsion apparatus sidewards and increasing the velocity of fluid by converting the said increased pressure into velocity so that the flowing fluid changes its momentum, due to the increasing velocity of fluid and the movement of the system, and transmits this change of momentum as a force which acts on the moving system and performs work. The Claims continued.

3. A propulsion apparatus according to Claim 1 in which: the said converging duct has a conical form (12), being formed between the two conically shaped and not parallel to each other arranged walls (17, 18) which form the inlet of said converging duct wider than its outlet, so that the velocity of fluid flowing through the converging duct is smaller in its inlet than in its outlet; the said two conically shaped and not parallel to each other arranged walls (17, 18) are located, when relating to the direction of said propulsion, so that one of them constitutes the leading side (17) and the other the trailing side (18) of the converging duct (12) and the wider end, the inlet, of the converging duct is placed in more forward position than its outlet.

4. A propulsion apparatus according to Claim 1 in which a diverging duct (1, 11, 25), having one end wider than the other, is provided and arranged so that its narrower end constitutes the said inlet opening (8) into which fluid enters when the propulsion apparatus moves and rams fluid and fluid after passing the diverging duct is directed to enter the said converging duct ( 2, 12, 21).

5. A propulsion apparatus according to Claim 3 in which a diverging duct (11), having one end wider than the other, is provided and arranged so that its narrower end constitutes the opening into which fluid enters when the propulsion apparatus moves and rams fluid and fluid after passing the diverging duct is directed to enter the said converging duct (12).

6. A propulsion apparatus according to Claim 1 in which at the outlet of said converging duct means is provided for the deflection of fluid issuing from the converging duct (3, 22) so that the change of momentum of fluid issuing from the propulsion apparatus is utilised to increase the thrust formed by the propulsion apparatus. The Claims continued.

7. A propulsion apparatus according to Claim 1 which has more than one of the said converging ducts arranged so that fluid flowing from the said inlet opening enters their wider ends.

8. A propulsion apparatus according to Claim 4 which is adapted for the supersonic propulsion by the addition of: a converging inlet duct (13) arranged so that the rammed fluid enters its wider end and issues from its narrower end into the narrower end of the said diverging duct (1, 11, 25); a diverging outlet duct (14) arranged so that the fluid issued from the said converging duct (2, 12, 21) enters the narrower end of the said diverging outlet duct and issues from its wider end.

9. A propulsion apparatus according to Claim 5 which is adapted for the supersonic propulsion by the addition of: a converging inlet duct (13) arranged so that the rammed fluid enters its wider end and issues from its narrower end into the narrower end of the said diverging duct (1, 11, 25); a diverging outlet duct (14) arranged so that fluid issued from the said converging duct (2, 12, 21) enters the narrower end of the said diverging outlet duct and issues from its wider end.

10. A propulsion apparatus according to Claim 1 in which the magnitude of the thrust is controlled by changing of the size of outlet area from the said converging duct (12) by arranging the distance between the leading (17) and the trailing (18) walls of the converging duct adjustable ( Fig.3, Fig.7).

11. A propulsion apparatus according to Claim 1 in which the magnitude and the direction of the thrust is controlled by arranging the walls of the converging ducts pivoted (7, 38) so that they can be adjusted by the movement about the pivot and change the size of the outlet area of the converging ducts (4, 37). The Claims continued.

12. A propulsion apparatus according to Claim 1 in which the magnitude and the direction of the thrust is controlled by arranging the wall of the diverging duct (42) pivoted (48) so that the wall can be adjusted by the movement about the pivot and change the size of the inlet opening of the diverging duct.

13. A propulsion apparatus according to Claim 1 in which the magnitude of the thrust is controlled by the baffles (24, 34) arranged in the desired duct.

14. The propulsion of an object characterized in that the propulsion is effected by RAF, being the abbreviation of "reactionless appearing force", as herein defined, which is generated by a propulsion apparatus attached to the propelled object so that the propulsion apparatus rams the fluid in which it is submerged, when the object is in motion, and the said propulsion apparatus comprises: a diverging duct (1, 11, 25) into which the rammed fluid enters through its narrower end; a converging duct (2, 12, 21) arranged so that the fluid, issued from the said diverging duct, deflects sideward and enters its wider end which is located, when relating to the direction of the propulsion, in more forward position than its narrower end from which fluid issues.

15. The propulsion of an object according to Claim 14 in which the said propulsion apparatus is so attached to the propelled object that the front of the object forms the rear, trailing, wall of the said converging duct (Fig.7) and the magnitude of the thrust is controlled by adjusting the size of the outlet area of the converging duct by the movement of the propulsion apparatus relatively to the propelled object. The Claims continued.

16. The propulsion of a ship according to Claim 14 in which the said propulsion apparatus is attached to the bow of the ship so that the hull of the ship forms, when relating to the direction of ships movement, the rear, trailing, wall of the said converging duct (Fig.10) and the magnitude and the direction of the thrust, acting on the ship, is controlled by the adjustment of the outlet area of the converging duct, at each side of the ship, by the movement of the pivotally arranged front, leading, wall of the converging duct.

17. The propulsion of a ship according to Claim 14 in which the said propulsion apparatus is attached to the stern of the ship so that the hull of the ship forms one side of the said diverging and converging ducts (Fig.10) and the magnitude and the direction of the thrust, acting on the ship, is controlled by the adjustment of the inlet area of the diverging duct, at each side of the ship, by the movement of the pivotally arranged wall (42) of the diverging duct.

18. The propulsion of an aircraft according to Claim 14 in which the said diverging duct (51) is arranged at each side of the fuselage (50) and the said converging duct (57) is located inside the wing of the aircraft and the magnitude and the direction of the thrust, acting on the aircraft, is controlled by the adjustment of the size of the outlet area of the converging duct by the pivotally arranged wall (52) of the converging duct.

19. The propulsion of an object according to Claim 14 in which the increased pressure of fluid in the said propulsion apparatus, due to ramming of fluid, is utilized to provide the controllable lateral jets of fluid the reaction of which acts on the moving object and steers it.